Automatic selective application valve for railroads



A. J. BROOKINS AUTOMATIC SELECTIVE APPLICATION VALVE FOR RAILROADS Filed Feb. 3, 1923 2 Sheets-Sheet 1 m hi |m== 9 l i I7 7 I 1s 1r Z2 I 6 4 j l i" 1 z 19 24! z 9 v 25' Z 26 y 3 a,

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g MANN Patented Apr. 1, 1924.

tl-hll ANDREW .J'. nnoonrns, or CHICAGO, ILLINOIS.-

AUTOIVIATIC SELECTIVE APPLICATION VALVE FOR RAILROADS.

' Application filed February 3, 1923. Serial No. 618,795.

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5e itknown that 1, ANDREW J; Bnoon'ms, a citizen of the United States, and a resident or Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in an Automatic Selective Ap'plicationValve for Railroads ofwhich the following, when taken in con- 'nection with the drawings accompanying and forming apart'hereof, is a complete specification. r

This invention relates to an automatic sel ctive ap alication valve adapted to co-act with those classes of devices for automaticial application to those types of devices where indications are transmitted to the tram at definite signal polnts and the inch cation transmitted continues as a controlling factor in the operation of the train until the next or succeeding signal point is reached, usually known as intermittent control devices. 7

Among the objectsof this invention are to obtain our carried mechanism which will be responsive to an indication transmitted to the train, by actuation of the brake applying mechanism when pre-determined indications are transmitted to the train; to coact with the signal receiving apparatus of a train or locomotive toselectively control air operated signal indications and to require a pre-determined interval of time between signal points on a given indication, to compel obedience to indications requiring restricted speed by the engineer or person in charge of a train, in order to prevent automatic application of the brakes; to automatically apply the brakes on a given indication; andto obtain an apparatus ofthe kind described which is simple in construction, effective in operation, and not liable to get out 01": order. In. the drawings referred to Fig. 1 is a vertical section of an apparatusembodying this invention, and

Fig. 2 is a vertical section of the lower end of a cab carried automatic signal apparatus with which the apparatus embodying this invention is arranged to co -act.

A reference character applied to desigiate given part indicates said part throughout the several figures ot the draw ing wherever the same appears.

annular The apparatus comprises a shell or casing in which the several parts of the apparatus are installed and positioned.

1 represents an inlet'port to a chamber, (2).- 1 represents an air conduit troin the caution port (1 Fig. 2) of an automatic signal apparatus, and communicating with port 1.

able piston. The inner wall of the annular chamber 4 is obtained by making the mid way portion of movable piston 5 of less diameter than the end portions thereof (as at 6 and-7, respectively represent outlet ports from annular chamber 4. 8 represents a storage reservoir or chamber, with which port 7 communicates. 9 represents a port from chamber 8; the broken lines 10 indicate a passageway from port 9 to port 11. 12 represents a cylindrical bushing, and 13 a longitudinally movable piston in cylindrical bushing 12. The port 11 is in the wall of bushing 12, and when piston 13 is 'forced downward a determined distance, port 11 communicates with an chamber (14) on said piston 13. When piston 13 is in its normal position, as is illustrated in Fig. 1, the port 11 is closed by part/13 of piston 13. 15 'represents an additional annular chamber onpiston 13. The broken lines 16 indicatea'passage way from port 6, communicating with annular chamber 15. 17 represents a cylindrical bushing in which bushing the piston 5 moves longitudinally. 18 represents a spring which yieldin'gly holds piston '5 in normal position, as is illustrated inFig. 1, and which returns" it to its normal when,in a manner hereinafter described, it is moved from its normal position against the resilience of said spring. 19 represents an adjustable plug, against which one end of said spring abuts, and 20 represents a lock nut, to hold saidplug in an adjusted position. The adjustment of plug 19 controls the tension of spring 18. Broken lines 21 indicate a passage way through plug 19, which serves as a bleeder to the chamber in which spring 18 is positioned. 22-represents a cylindrical member of the same outside diameter as cylindrical member 17 and is forced, (or screwed) into an aperture in the shell of the apparatus provided for said members 17 and 22. 23 illustrates the chamber in member 22 in which the spring 18 is positioned, and'23 3 represents a port inchamber 2. V 4 represents an annular chamber-,and 5' a-mov-' represents a chamber in the end of cylindrical member 17 which is adjacent to member 22, piston 5 being in normal position;

22. At said time the movement of piston 5 tothe right puts annular chamber4 into communication with the port 23", thus establishing communication between port 7 and port 23". 24 represents a port in chamher 2, and 25 represents a valve which is yieldingly held seated by spring 25 to close said port 24. 25 represents a restricted passage way through valve 25, communicating at oneend with chamber 2 and at the other end with chamber 26 in cylindrical member 17. 27 represents a bushing in which the stem of valve 25 is movable, longitudinally; and 27 represents a cap which covers the lower ends of said bushing and valve stem. 28 represents a chamber in the cylindrical member 12 above the piston 13, and 28 a restricted passage way in the wall of said chamber which communicates withrestricted passage way-28 28 and 28 serve as bleeders to chamber 28 during the return of piston 13 to its normal position, andof annular chamber 14 after the return of said piston 13 to normal position. 29 represents a stop which limits the upward movement of piston 13. 30 represents a port to chamber 28,

' and 30* represents a pipe or conduit which extends between the stop port 30 of the automatic signal apparatus, (Fig. 2), and port 30. 31 represents a port in cylindrical mem- .ber 12, and 31 a pipe or conduit which is in communication with port 31, and with an audible caution signal at its discharge end, (not illustrated). 32 represents a port in the wall of cylindrical member 12, and 32 represents a pipe or conduit which is in communication with port 32, andwith an audible danger signal at its discharge end, (not illustrated) annular chamber 15 when piston 13 is in its normal position, as is illustrated in Fig. 1, and port 32 communicates with said'annular chamber 15 when said piston 13 is forced downward to the limit of its travel in the operation of the apparatus. 33 represents a spring which yieldingly holds piston 13 in normal position and returns it to normal position subsequent to an operation of the apparatus. 34 represents an adjustable plug,

against which the lower end of spring 33' abuts. 35 represents a lock nut on plug 34 to hold it in an adjusted position. 36 indicates a passage way through plug 34, to act as a bleeder from the chamber in cylindrical member 12 at the lower end thereof and be Port 31 communicates .with

low part 13 of piston 13. 37 represents a cylindrical member, and 38 a movable piston in said member. 39, represents a spring which yieldingly holds piston 38 in normal position, as is illustrated in Fig. 1. 4O represents the chamber in cylindrical member 37 which is above piston 38. 40 represents a passage way communicating with annular chamber 14 and with said chamber 40. 41 represents a chamber in said cylindrical member which is below. said piston 38. 41 represents a restricted port from chamber 41. 42 represents a chamber, and broken lines 43 indicate a passage way which is in communication with chambers 41 and 42, at all times. 44 represents aninlet, which is in communication with the air reservoir of the air brake system of the train, and 45 an outlet which is in communication with the engineers valvecontrolling the air brake system. 46 represents a valve which controls communication between said inlet 44 and outlet 45 cured on the lower end of part 47 of the stem of piston 38, as by nut 46; 48. represents a shoulder at the upper end of part 47, of the stem of piston 38, which forms a valve to close the aperture through which the smaller portion of said stem. extends. WVhen piston 38 is in its normal position, as is illustrated in Fig. 1-, the valve, 46 is unseated, and

valve 48 is seated. When valve 46 is seated pressure correspondingwith train line pressure is, at all.times,.mainta;ined in annular chamber 49. 3

Referring to Fig.2, 51 represents the inlet; port of the automatic signal apparatus illustrated, and .51? represents a pipe. or conduit from the. train line pipe of the air brake system which communicates with port 51. 52 represents an air retaining-cup which is secured on vertically movable plunger 53, so that when said plunger is in. what is termed clear position, as illustrated in Fig. 2, communication between port 51 and caution port 1 is obstructed, and when said plunger 53 is moved downward a distance corresponding with means controlled by track side cohditionsco-acting with the signal device, (which operation forms no part of this invention), the retaining cup52 'un covers port 1? and communication is established between the trainline and. the pipe or conduit 1 (through said portl"), and annular chamber 54). Further downward The valve'46 is rigidly se as integral with the shell or case of the signal apparatus which is illustrated. 6O represents a manually operable valve, by means of which communication between port 30 and pipe or conduit 30, may be obstructed.

In the construction illustrating the apparatus embodying this invention, the speed of travel of piston is controlled by the size w of the restricted passage way from chamber 2 to chamber 26, and also by the size of the passage way '21 through plug 19; by reason of the fact that the air under pressure in chamber 2 is above the pressure of the air in chamber 23 23, and the piston 5 is moved to the right by the gradual building'up of the pressure in chamber 28, and the release of air from chamber 23 23. If saidrelease of air from said chamber'isnot as rapid as is the increase of pressure in chamber 26, then the pressure in chamber 23 23, may increase to form, in addition to spring 18, resistance to the movement of piston '5 to the right, By suitable relative size in restricted passage way 25 and pas sage way 21, a desired rapidity of movement of piston 5 to the right is attained.

Chamber a2 forms a reservoir into which a rapid flow of air under pressure from chamber 11, through passage way 43 occurs, when valve 48 is unseated by the downward movement of piston 38, and consequent unseating ofvalve 18. This permits a rapid reduction in train line pressure through pipe or conduit 50 port 50, annular chamber 19, and through the aperture of the seat of valve (18 into chamber 41. The return of piston 38 to normal position, subsequent to its downward movement and the completion of the operation obtained thereby, is accelerated when the pressure in chamber 40 is reduced by air under train pressure in chamber 12, flowing through passage way as into chamber d1 faster than air from said chamber 11 can flow therefrom through restricted aperture al to the atmosphere. The rapid initial reduction in train line pressure, last above described, applies the brakes in the air brake system, and subse quently to the pressure in the chambers a1 and 4:2 being raised to substantially the same pressure to which the train line pressure is reduced, the only flow of air from the train line into chamber 11 is that which is permitted to flow from chamber 11 through the restricted port 11. The downward 'movement of piston 13 is obtained by air flowing through pipe or conduit 3O into chamber 28.

When the caution signal is given by the apparatus illustrated in Fig. 1, upon passing a ramp, retaining cup 52 is below port 1 and above port 30 and no air under pressure can flow through pipe or conduit 3O" into chamber 38, until such movement of plunger and retaining cup 52 occurs as will raise .said retaining cup above port 1. This raising of the plunger can only occur. when the shoe 55 reaches and mounts the succeeding ramp. This raising of retaining cup 52 above port 1 puts said port in communication with port 30 by way of annular chamber 52 and thereupon a backward flow of air in pipe or conduit 1 will occur from chamber 2 and said flow will continue throughport 30, pipe or conduit piston 13 down.

When the danger signal is given by the apparatus illustrated in Fig. 2 upon passing a r mp the retaining cup 52 moves downward to below port 30 and air from train pipe 51 will flow from port 51, through annular chamber 54 into and througlrport 30, pipe or conduit 30 and port 30 mto chamber 28, and force the pis-" ton 13 down.

When said piston 13 is moved downward so that part 13 thereof is below the port 11, of passage way 10, should there be air under train pipe pressure in chamber or reservoir 8, said air under pressure in reservoir 8 will flow therefrom through port 9, passage way 10 and port 11, into annular chamber 1e, and from thence tl'irough passageway 10 into chamber 10, and will force piston 38 downward, as hereinbefore described.

In case the piston 5 has been moved to the right to the limit of its travel, ports 'Z and 23 are in communication through annular chamber 4-, and air under pressure in said chamber or reservoir 8 will flow therefrom 30 and port 30 into chamber 28, forcing.v

through said port 7, annular chamber 1 and v port 23, to the atmosphere. And if this release of the air in chamber or reservoir 8 occurs 'before the ports 1 and 30", (Fig. 2) are put into communication with each other by the upward movement of plunger 53 carrying retaining cup 52 to above port 1, (said upward movement of plunger 53 taking place when the shoe 55 mounts a next or suc-- .ceeding ramp), air may flow from chamber 26 into chamber 2, and said air, together with the air in said chamber 2, will flow from said chamber 2 through port 1, pipe or conduit 1, into the annular chamber 52, throughport 30 and pipe or conduit 30*, port 30, intochamber 28, as hereinbefore described, forcing piston 13 down, as recited.

There will be no supply of air under pressure in chamber or reservoir 8 to flow therefrom through port 9, passage way 10, port 11, annular chamber 14 and passage way into chamber 40, and said piston 38 will not be forced down, and the train line pressure will not be reduced by said. piston 38 moving downward, as hereinbefore recited, and the brakes will not be automatically applied.

It occurs, therefore, that in order to prevent automatic application of the brakes, when the caution signal is given, and air under train pipe pressure is admitted into chamber 2, and from thence into chambers 26 and 8, and piston 5 is moved to the right, all as recited, time must be given for said piston 5 to move sufficiently to the right to put ports 7 and 23 into communication, and release the pressure in chamber or reservoir 8 before, in the above described upward movement of plunger 53 byshoe 55 coming in contact With the succeeding ramp rail, to place the retaining cup, 52 above port 1 and putting said port and port 3O. into commue nication by way of annular chamber 52. The rapid reduction of pressure-in chamber 2, when, as above recited, conmiunication is established between pipe or conduit 1* and pipe or conduit 30 (cup 52 having been raised above port 1 to obstruct communication between port 51 and said port 1 will cause the pressure in chamber 26 to be sufiiciently above the pressure in chamber 2, notwithstanding the flow of air from said chamber 26 into chamber. 2 through restricted passage way 25*, to force valve 24 down, and obtain a large flow of air from chamber 26 into chamber 2. The sudden reduction of pressure in chamber 26 will permit spring 18 to quickly return piston 5 to normal position. Upon the last above described operation occurring before piston 5 has put ports 7 and 23 into communication, through annular chamber 4, the air under pressure in chamber 8 will flow therefrom through port 7, annular chamber 4 and port 3 into chamber 2, and said air,

so discharged into chamber 2 will continue to flow therefrom through port 11 pipe or conduit 1', port 1*, annular chamber 52*, port 30*, pipe or conduit 30 into chamber 28.

lVhen in the operation of the apparatus it occurs that piston 5 has been moved to the right to put port 7 and port 23 into communication, and so reduce the pressure in chamber or reservoir 8 before the Plunger 53 is raised by a succeeding ramp, to move retaining cup 52 above port 1 said portbeing closed by said cup, the rapid reduction of pressure in chambers 2 and 26, Will permit piston 5 to move rapidly to the left, thus obstructing communication bet-ween ports 7 and 23", and establish communication between said port 7 and port 3', andpermitsignal.

ting air under pressure in chamber 2to flow therefrom intochamber This last recited flow of air from chamber 2 assists the rapid ing ramp said piston 5 will at said time be in normal position, and its movement to the right will be timed the same as when thefirst caution signal is given from the first ramp.

Upon the initial flow of air into chamber 2, by plunger 53 moving downward so that cup 52, (Fig. 2),.is belou port 1", the flow of air through po-rt3 into annular chamber 4, will cause a flow of air through port 6 into passageway 16, as well as through port 7 into reservoir 8. The air flowing through passage way 16 willfiow into annular cham ber 15 in part .13 of piston 13, and willflow through port.31 into pipe'or conduit 31,and if desired, said'fiow is directedto. an audible This flow of air through port. 31 and pipe or conduit 31, vwillcontinue until the piston 13 descends sothat part 13% thereof closes port 31, at which time, or substantially so, the port 32 is uncovered, and said port will be in communication with annular chamber 15. The. subsequent flow of .air through. port6 and passage way 16 into annular chamber 15 Will vvflow therefrom through port 32, and, pipe or conduit32. to an. audible signal which forms a. danger signal. The-sound of the danger signal will, of course, cease when piston 5 is moved; to the rightto close port. 6.

The above recited. operation. of the apparatus embodying this invention occurs when the retaining. cup .52 (Fig.2) descends to below port 1", putting the train line in communication with port 1 and pipe or conduit 1*, ata given ramp.

Should the indication given at the. passing.

of a ramp be danger, in additionv to air flowing into chamber2 and from thence into chambers 26 and 8, as before described, the air will also flow fromthe train line through pipe or conduit 30% into. chamber 28, which will, atonce, force piston 13 downward and cause. part 13 of said piston to uncover port 11,- whereupon the. air under pressure in reservoir 8 will. flow throughport 9,

passage way 10, port 11, annular chamber 14, passage way 40 into chamber 40, forcing piston 38 downward and automatically applying'the brakes, as hereinbefore described, and valve 48 will be opened,.while, at the same time. valve 46 is seated. The seating of valve 46 obstructs communication, in this case as well as inthe hereinbefore. described operationof. the apparatus when an adjacent ramp is. reached beforethe air is exhausted from reservoir 8. The immediate forcing. down of piston .13 the. descent of the retaining cup. '52 to below the port when a danger signal is given at a ramp, and the consequentoperation on piston 38 andits descent to unseat valve 48, causes the train line to be put into communication with chamber ll, (by way of conduit port 50 and annular chamber i9) and with chamber &2 through passage way 43, and the auton'iatic setting of the brakes.

Upon. the completion of the application of brakes air mayfiow from above piston 38, (from chamber 40), through passage way 40 into annular chamber l l, and from thence through port 11, passage way 10 and port 9, into chamber or reservoir-8.

Air in chamber 41, 42, at train pipe pressure, after the completion of the application of brakes, tends to accelerate upward movement of piston 38, and the reseating of valve 48.

I claim:

1. A piston, a spring, a plurality of valves controlled by said piston, one of said valves arranged tocontrol communication between the train airsupply reservoir and braking system, and the other of said valves to control communication between the brak ing system and the atmosphere, in combination with pneumatically controlled means to move said piston in an advanced direction, said spring arranged to yieldingly force said piston in a retracted direction and to yieldingly hold the valve controlling communication between the braking system and the atmosphere seated.

2. A chamber, an additional chamber, a movably mounted member between said chambers, a communicating passage way between said additional chamber and the atmosphere, a plurality of valves controlled by said movably mounted member, one of said valves arranged to control communication between the train airsupply reservoir and the braking system,- and the other of said valves arranged to control communication between the braking system and said additional chamber, and a spring adapted to yieldingly force said movably mounted member to seat said last named valve and to yieldingly hold said valve seated, in combination with means to selectively direct air under pressure to said first named chamber, said air under pressure adapted to move said movable member in an advanced direction, all arranged so that when the pressure of the air in said first chamber is reduced air in said additional chamber-will co-act with said spring to yieldingly force said movable member to said normal position.

3. A chamber, a piston in said chamber, a spring, a plurality of valves controlled by said piston, one of said valves arranged to controlcommunication between the train air supply reservoir aml a braking system, the other of said valves arranged to control communication between the braking system and the atmosphere, an additional reservoir, means controlled by a member out a signal system to direct air under pressure to said additional reservoir, a communicating passage way between said reservoir and said cl1amber,-in combination withan additional movable piston arranged to control communication between said reservoir and said chamber.

4;. A chamber, an additional chamber, and a reservoir, a communicating passage way between said first named chamber and said reservoir, a piston in said additional chamber, means adapted to yieldingly hold said piston in normal position, a restricted passage way between said first named chamber and said additional chamber, means comprising a member of a signal system to direct air under pressure to said first named chamber, all arranged so that air in said additional chamber will force said piston from said normal position to obstruct the passage way from said first named chamber to said reservoir.

5. A chamber, an additional chamber and a reservoir, a communicating passage way between said first named chamber and said reservoir, a piston in said additional chamber, means adaptedto yieldingly hold said piston in normal position, a restricted passage way between said first named chamber and said additional chamber, a port communicating with the atmosphere, said piston arranged to establish, when in a determined position, communication between said reservoir and said port, means comprising a. member-of a signal system to direct air under pressure to said first named chamber, all arranged so that air in said additional chamber will force said piston from said normal position to obstruct the passage way from 7 said first named chamber to said reservoir.

6. A chamber and an additional chamber, a piston is said additional chamber, a spring arranged to yieldingly hold said piston in normal position, a passage way and a restricted passage way between said chambers, a valve arranged to normally obstruct said first named passage way, and means arranged to yieldingly hold said valve in normal position, means to direct air under pressure to said first named chamber, said restrlcted passage way arranged to control said flow of air under pressure to said additional chamberto move said piston from normal position, and means to reduce pressure in said first named chamber, all arranged in combination so that on said reducing of the pressure in said first named chamber said valve will be moved from'said normal position.

7. A chamber, an additional chamber, a. restricted passage way between said chambers, a piston in said additional chamber,

an annular chamber on said piston, a communication between said first named chamher and said annular chamber, an additional piston and an annular chamber on said additional piston selectively controlled ports from said last named annularchamber, a port from said first named annular chamber and a passage way from said port to said last named annular chamber, said lastnamed port controlled by said first named piston.

8. A chamber, an additional chamber and a reservoir, a communicating passage way between said first named chamber and said reservoir, 'a piston in said additional chamber, means adapted to yleldingly hold said piston in normal position, a restricted passage way between said first named chamber and said additional chamber, means comrising 'a member of a signal system to direct air under pressure to said first named chambenall arranged so that air in said additional chamber will force said piston from said normal position, to obstruct the passage way from said first named chamber to said reservoir, ports from said reservoir, an additional piston, a plurality of means in timed relation to release the air under pressure in said reservoir, one of said means comprising one of said ports which is controlled by said piston, and the other ofvsaid means comprising the other of said ports which is controlled by said additional piston, and said additional piston controlled by said member of a signal system.

9. A chamber, a second chamber, said chambers provided with a restricted communicating passage way, an, additional chamber, a piston in said second chamber the forward movement whereof is controlled by air flowing from said first chamber through said restricted passage way into said second chamber, a piston in said additional chamber, springs arranged to yieldingly' hold said pistons in normal position, means comprising a member of a signal system to establish communication between the train pipe of an air brake system and said first named chamber, said member arranged so that the upward movement thereof 'obstructs said last named communication and establishes communication between said first named chamber and said additional cham ber at a pre-determined interval, said pis ton in said additional chamber arranged to be moved from its normal position by air ,the obstruction of the flow of. air under 'pressure to said first named chamber and the discharge of air under pressure from said first named chamber to said additional chamber 1s at an interval controlled by the movement of said member of the signal system, and the forward movement of said piston in said second chamber is in timed relation with said interval. r

10. A reservoir, a chamber, a second. chamber, said chambers provided with a con municating restricted passage way, and additional chamber, a piston in said second chamber, the forward -movement whereof is controlled by air flowing from said first named chamber throughsaid restricted passage way into said second chamber, a piston in said additional chamber, springs arranged to yieldingly hold said pistons in normal position, means comprising a member of a ber at a predetermined interval, a passage way communicating with said reservoir and communicable with said additional chamber, said piston insaid additional chamber provided with an annular chamber and ar-- ranged to be moved from its normal posi tion by air under pressure flowing into said additional chamber from said first named chamber, and to open communication from said passage way communicating with said reservoir to said additional chamber and into said annular chamber on said piston in said additional chamber, all arranged that the flow of air under pressure to said first named chamber, the obstruction of the flow of air under pressure to said first named chamber, and the discharge of air under pressure from said first named chamber to said additional chamberiis at an in terval controlled by the movement of said.

member of a signal system, the forward 'movement of said piston in said second chamber and the opening of communication between said reservoir and the annular chamber on the piston in said additional chamber is in timed relation with said in terval. V v

11. A reservoir, a chamber, a second chamher, a piston in said second chamber, a passage way between said chambers, valve to said passage way, means comprising a spring to yieldingly hold said valve seated, a controlled communication between said first named chamber and said reservoir: and

additional chamber and a second additional chamber, an additional and asecond additional piston in said additional and second additional chambers, respectively, a restricted passage way from said first named chamber to said second named chamber communicating therewith at one end of said piston and an additional restricted passage way at the other end of said piston, springs arranged to yieldingly hold said additional piston and second additional piston innormal positions, the advance movement oi said piston in said second named chamber controlled by air flowing through said restricted passage ways co-acting with the resilience of said spring which yieldingly holds said piston in normal position, and the retracting movement of said piston in said second named chamber controlled by the valve to said passage way between the first and second named chambers co-acting with said spring which yieldingly holds said valve seated and the air pressure in said first named chamber and in said reservoir, an annular chamber on said additional piston and a passage way communicating with said annular chamber and with said second named additional chamber, said annular chamber arranged so that advance movement of said piston establishes communication between said passage way from said reservoir and said annular chamber and to said second named additional chamber through said passage way from said annular chamber, and valves controlled by said second named additional piston arranged to control the flow of air from the reservoir ofa train braking system to the train. pipe of said system and from the train pipe to the atmosphere.

12. A chamber adapted to receive air under pressure, an inlet to said chamber, a second chamber, a piston in said second chamber, a valve controlled passage way be tween said chambers and a restricted passage way between said chambers arranged to discharge into said second chamber at one end of said piston, and an additional restricted passage way at the opposite end of said piston, a reservoir adapted to receive air under pressure, a communication controlled by said piston between said first named chamber and said reservoir, means comprising a spring to yielding hold said piston in normal position, means controlled by said piston torelease the air under pressure in said reservoir, the control of said communication between said first named chamber and said reservoir by said piston being arranged to successively establish said communication, obstruct said communication, and establish communication between said reservoir and V the atmosphere, whereby the advance movement is controlled by air flowing from said first named chamber through the restricted ducing of the pressure in said first named chamber by said air therein flowing therefrom to said reservoir and through said inlet in d the resulting flow of air from said second named chamber, by said air unseating the valve to the valve controlled passage way, co-acting with the resilience of said spring which yieldingly holds said piston in normal position. r

13. A chamber, a second chamber and an additional chamber, a piston. in said additional chamber, said piston provided with a plurality of annular chambers and adapted to control communication between a plurality of passage ways on a determined movement thereof, a plurality of passage ways, a spring arranged to yieldingly hold said piston in normal position, means to direct air under pressure to said additional chamber, a piston in said second chamber, provided with an annular chamber, a spring arranged to yieldingly hold said'last named piston in normal position, a restricted passage way between said first and said second chamber, means to direct air under pressure to said first named chamber, said restricted passage way arranged to control the flow of air from said first named chamber to said second named chamber and said air adapted to move said piston in said second chamber from its normal position at a corresponding rate of speed, a reservoir, a plurality of passage ways arranged so that said annular chamber on said piston in said second named chamber ooaots with said passage ways to selectively cont-r01 communication between said first named chamber and said reservoir and between said reservoir and the atmosphere on a pre-determined movement of said piston in said second named chamber, in combination with a second additional chamber, a piston in said second additional chamber, a spring, a plurality of valves controlled by said last named piston, one of said valves arranged to control communication between the train air supply reservoir and the braking system and the other of said valves arranged to control communication between the braking system and the atmosphere, a passage way controlled by the piston in said additional chamber to establish communication between said reservoir and said second additional chamber, and said piston in said additional chamber adapted to co-act in timed relation to said piston in said second named chamber in said supply of air to said second additional chamber.

14, A chamber, in combination with a reservoir, means to direct air under pressure to said chamber, and a movably mounted member arranged to successively control communication between said chamber and said reservoir and between said reservoir and the atmosphere.

15. A chamber, in combination with a reservoir, means to direct air under pressure to said chamber, and a movably mounted member arranged to successively control communication between said chamber and said reservoir, and between said reservoir and the atmosphere, an additional chamber and a second additional chamber, a movably mounted piston in said additional chamber provided with an annular chamber, a spring adapted to yieldingly force said piston in a retracted direction, a passage way between said reservoir and said second additional chamber, said passage way having as an element thereof a port in said additional chamher and said annular chamber, and means to direct air under pressure to said additional chamber, to move said piston in said additional chamber in an advance direction to establish communication between said port and said annular chamber.

16. A chamber, a reservoir, an additional chamber, means to successively direct air under pressure to said chamber and to direct the air under pressure in said chamber to said additional chamber, a movably mounted member arranged to successively control communication between said first named chamber and said reservoir and between said reservoir and the atmosphere, in combination with a second additional chamber, a piston in said additional cham ber provided with an annular chamber thereon, a spring to said piston in said additional chamber arranged to yieldingly hold it in normal position and adapted to return it to said normal position subsequent to an advance movement thereof, a piston in said second additional chamber, a valve controlled by said last named piston, a spring arranged to normally hold said last named piston in its normal position and to return it to normal position subsequent to advance movement thereof, a passage way between said reservoir and said second additional chamber, said passage way having as elements thereof a port in said additional chamber and said annular chamber, said air under pressure which is directed to said additional chamber arranged to move the piston in said additional chamber in an advance direction to establish communication between said port and said annular chamber.

17. A chamber, a reservoir, an additional :chamber, means to successively direct air under pressure to said chamber and to direct the air under pressure in said chamber to said additional chamber, a movably mounted member arranged to successively control communication between said first named. chamber and said reservoir and between said reservoir and the atmosphere, in com bination with a second additional chamber, a piston in said additional chamber provided with an annular chamber thereon, a spring to said piston in said additional assen chamber arranged to yieldingly hold it in normal position and adapted to return it to said normal position subsequent to an advance movement thereof, a piston in said second additional chamber, valves controlled by said last named piston, a reduction chamber, a passage way from said reduction chamber communicating with said second additional chamber between the piston therein and said valves, and arestricted passage way also communicating with said second additional chamber be tween said piston and said valves, a spring arranged to hold said last named piston in normal position and to return it to'normal position subsequent to an advance movement thereof, a passage way between said reservoir and said second additional chamber, said passage way having as elements thereof the port in saidadditional chamber and said annular chamber, said air under pressure which is directed to said additional chamber arranged to move the piston in said additional chamber in an advance direction to establish communication between said port and said annular chamber.

18. A chamber, passage ways from and to said chamber, a reduction chamber, a pas sage way from said reduction chamber to said chamber, a. piston in said chamber, in combination with a valve and an additional valve controlled by said piston, said first named valve adapted to control communication between said first named passage ways, and said additional valve arranged to con trol communication between an air supply reservoir and the train pipe of an air braking system.

19. A reservoir, a chamber and a second chamber, a piston in said second chamber, a spring adapted to yieldingly hold said piston in normal position, a restricted passage way between said chambers, means controlled by a member of a signal system to direct air under pressure to said firstnamed chamber, said passage way arranged to admit said air into said second chamber, at a pre-determined rate, and said air adapted to move said piston from its normal position at a corresponding rate, a plurality of passage ways arranged so that said piston selectively controls communication between said first named chamber and said reservoir and between said reservoir and the atmosphere, in combination with an additional chamber, a piston in said additional chamher, a spring, a plurality of valves controlled by said last named piston, one of said valves arranged to control communication between the train air supply reservoir and the braking system of a train, the other of said valves arranged to control communication between the braking system and the atmosphere, and a communicatingpassage way between said reservoir and said additional Leeann chamber, means to control communication between said reservoir and said additional chamber.

20. A chamber, an additional chamber, a piston in said additional chamber, means to discharge air under train pipe pressure to said chamber and to said additional chamber, said means comprising a movable member of a train signal system.

21. A chamber, a piston, an annular chamber on said piston in normal communication with said chamber, ,an additional chamber, an additional piston in said additional chamber and an additional annular iber on said additional piston, a comeating passe way between said" annular chain JGI'S con rolled by said first named piston, a plurality of discharge passage ways from said additional chamber selectively controlled by the annular chamber on said additional piston, all arranged to control communication between said first annular chamber and said last named passage ways.

22. A chamber, reservoir, an additional chamber, means to successively discharge air under train pipe pressure into said chamber and reservoir, to obstruct the flow 0:5 said air into said chamber and to transfer said air from said chamber to said additional chamber, second additional chamber, pistons in said additional chamber and in said second additional chamber, a passage way from said reservoir to said second additional chamber, said passage way controlled by said piston in said additional chamber, in combination with valves respectively arranged to control the flow of air from an air reservoir of an air brake system to the engineers valve of said system and from the train pipe of said system to the atmosphere, and said valves controlled by said piston in said second additional chamber, a third additional chamber and a passage way in communication with said third additional chamber and with said second additional chamber between the pistoirtherein and said valves.

28. A member of a signal system mounted on a train, in combination with a chamber, an additional chamber, a piston in said additional chamber, said member of a signal system controlled by determined signal conditions to establish communication between a train air bralre system and said chamber and said memaer of a signal system arranged to control communication between said chamber and said additional chamber on a predetermined distance of travel of said train.

Qt. A chamber, a second chamber, a restricted passage way communicating with said second chamber, an additional chamber, a piston in said second chamber, the forward movement whereof is controlled by air flowing through said restricted passage way,

a piston in said additional chamber, springs arranged to yieldingly hold said pistons in normal oosition, means comprising a member of a cab carried signal system to establish communication between the air brake system of the train and said first named chamber, said member arranged to obstruct said last named communication and establish communication between'said first named chamber and said additional chamber on a predetermined travel of said cab, said piston in said additional chamber arranged to be moved from its normal position by air under pressure flowing into said additional chamber -from said first named chamber, all or ranged so that the flow of air under sure to said first named chamber and the obstruction of the flow of air under pressureto said first named chamber and the flow of air under pressure from said first named chamber to said additional chamber is at an interval controlled by the movement of said cab and the forward movement of said piston in said second chamber is in timed relation to said interval.

25. A chamber, a second chamber, said second chamber provided with a restricted passage thereto, an additional chamber, a piston in said second chamber, the forward movement whereof is controlled by air flowing through said restricted passage way, a piston in said additional chamber, means to y ieldingly hold said pistons in normal position, means comprismg a member of a cab 7 carried signal system to establish communication between the air brake system of the train and said first named chamber, said member arranged to obstruct said last named communication and establish communication between said first named chamber and said additional chamber on a determined travel of said cab, said piston in said additional chamber arranged to be moved from its normal position by air under pressure flowing into said additional chamber; all arranged so that the ilow of air under pressure to said first named chamber, the obstruction of the flow of air under pressure to said first named chamber and the flow of air under pressure from said first named chamber to said additional chamber is at an interval controlled by the distance of travel of said cab, and the forward movement of said piston in said second chamber is in timed relation to said interval, in combination with a reservoir and a second additional chamber, a second additional piston in said second additional chamber, valves arranged to be controlled by said last named piston, one of said valves arranged to control communication between a train air supply and a braking system, and the other of said valves arranged to control communication between the braking system and the atmosphere, a passage way between said res- V ervoir and'said second additional chamber,

said piston in said second chamber arranged to control communlcation between said first named chamber and said reservoir, and said piston in said additionalchamber arranged to control conm'lumcation between said reservoir andsaid second additional chamber.

26. A chamber, a second chamber, and a reservoir, a restricted passage way arranged to direct air under pressure to said second chamber, and a passage way arranged to direct air under pressure from said first named chamber to said reservoir, a piston in said second chamber, means arranged to yieldingly hold said piston in normal position, a passage way between said chambers, a valve arranged to norn'ially obstruct said passage way and means to yieldingly hold said valve in normal position, in combination with means to direct air under pressure to said first namedchamber and to said restricted passage way to flow into said second chamber, said air under pressure in said second chamber adapted to move said piston from normal position to obstruct said passage way between said first named chamber. and said reservoir, means comprising a cab carried member of a signal system to release the air under pressure in said first named chamber, all arranged so that said releasing of said air under'pressure will move said valve from normal obstructing. position of said passage way between said chambers and the pressure of the air in said second chamber will be reduced correspondingly, and

said means will return said piston to normal position.

27. A chamber, a second chamber, a re stricted passage way to said second chamber,

a piston, means to hold said piston in nor- 7 lar chamber on said additional piston, all y arranged to control comn'innication between said first named annular chamber and said last named passage ways, in combination with'a member of. a cab carried signal system, said member arranged to'control comnnmication between the air brake system of a train and said first named chamber and between the air brake system and said additional chamber.

ANDREW J. BROOKINS.

Witnesses V r 1 CHARLES TURNER BROWN, Bnss BROWN. 7 

